Shock absorbing system



April 6, 1965 H. w. MULCAHY ETAL 3,176,855

SHOCK ABSORBING SYSTEM 6 Sheets-Sheet l Filed Feb. 18, 1963 April 6, 1965 H. w. MULCAHY ETAL 3,176,855

SHOCK ABsoRBING SYSTEM 6 Sheets-Sheetl 2 Filed Feb. 18, 1965 mm MQQQ SQ QQ Q ma# ww mmm f mM/Nwv mw E WHMQ H n# IEW d Q m W/ MW DH Y B April 6, 1965 H. W. MuLcAHY ETAL 3,176,855

SHOCK ABSORBING SYSTEM 6 Sheets-Sheet 3 Filed Feb. 18, 1963 Dona/a BY Harry www, maw

April 6, 1965 H. w. MULCAHY ETAL 3,176,855

SHOCK ABSORBING SYSTEM 6 Sheets-Sheet 4 Filed Feb. 18, 1965 April 6, 1965 H. w. MULCAHY ETA-L SHOCK ABSORBING SYSTEM 6 Sheets-Sheet 5 Filed Feb. 18, 1963 ttf.

INVENT OR.

BY 'arf Wgucahy April 6, 1965 H. w. MULCAHY ETAL 3,176,855

SHOCK ABSORBING SYSTEM 4 Filed Feb. 18, 1965 6 Sheets-Shee 6 'BY Har/'y W. MQa/rf United States Patent Office Patented Apr. 6, i965 The present invention relates to a shock absorbing sysvtern for railwayrcars and, more particularly, to a longtravel shock absorbing system which provides supercushioning characteristics during the application of buff forces to the car coupler.

It is the general object of the present invention to provide a new and novel long-travel shock absorbing system for railway freight cars which has adequate cushioning capacity upon the application of bul forces to the car coupler to protect fragile ladings without the necessity of using lading anchors, cargo braces, and elaborate deck cushioning arrangements, such as those commonly used on fifth-wheel stands, sliding racks, and elastic tie-downs.

Another object of the present invention is to provide a new and novel long-travel super-cushioning shock absorbing system which offers a large measure of protection to the lading and car structure of adjacent cars as well as to its own lading and structure during normal train operation and particularly upon car impacting, as during train malte-up and switching operations.

Another important object of the present invention is to provide, in a railway car having a stationary center sill including a draft gear pocket at its -outer end, a new and novel draft gear, preferably of the friction type, which is mounted in a yoke for movement longitudinally of the draft gear pocket for a distance approximately equal to the length thereof and, in combination therewith, a separate cushioning device, preferably a long Astroke hydraulic unit, which is mounted in the center sill inwardly of. the draftV gear pocket and is serially connected to the draft gear yoke in a manner such that it is adapted to cooperate with the draft gear in absorbing buff forces applied to the car coupler..

Another important object of the present invention is to provide a new and novel shock absorbing system of the character described wherein the friction draft gear thereof is characterized by a pair of follower members, one of which is rigid with the draft gear casing at the open friction end thereof and the other of which is movable relatively toward same during closure of the draft gear, which follower members are engageable, respectively, with longitudinally spaced outer and inner stop members defining the opposite ends of the draft gear pocket with the normal maximum spacing between the two follower members being substantially less than the length of the draft gear pocket whereby to accommodate the long travel of the draft gear relative thereto.

A further object of the present invention is to provide a new and novel shocl; absorbing .system of the character described wherein the friction draft gear is mounted in the center sill with the open friction end of the draft gear casing disposed inwardly and with the major portion thereof normally projecting outwardly beyond the outer end of thel draft gear pocket, the hydraulic cushion unit being adapted to normally retain the draft gear in its outermost position against the outer stop members.

Another important object of the present invention is to provide, in a long-travel super-cushioning shock absorber system of the character described, a coupler and yoke carrier which is slidably mounted on the stationary center sill at the outer end thereof and which is characterized by transversely extending portions which are disposed outwardly of the outer end of the center sill and are adapted for supporting the overhanging coupler member, with a movement-transmitting connection being providedbetween thev coupler and yoke carrier and either thedraft gear, yoke, or coupler member.

A further object of the present kinvention is to provide, Y in a long-travel shock absorbing system and coupler carrier arrangement of the character described, a non-flexible tioating train line portion which is mounted on the coupler carrier for longitudinal movement therewith and which is connected at its inner end to the balance of they train line -by a section of llexible hose.V

Another important object of the present invention is to provide a new and novel "longtravel super-cushioning shock absorbing system ofthe character described which, upon the application of buil forces, has a capacity of approximately 359,000 foot-pounds at a reaction of 300,()00

pounds and a capacity of approximately 583,000 foot-` pounds at a reaction of 500,000 pounds whereby to accommodate impact speeds of approximately l0 miles` per hour and 12.9 miles per hour, respectively, and which, Y

upon the application of draft forces, has a capacity of approximately 23,000 foot-pounds ata reaction of 350,000 pounds which is approximately the average of AAR. standard friction gears. l

A s till further important object of the present invention is to provide a new and novel long-travel supercushioning shock absorbing system of the character described which utilizes standard car couplers and yokes and which is adapted to be mounted in rigid center sill structures having draft gear pockets of A.A.R. standard sizes, whereby the shock absorbing system of the invention may be readily applicable to existing railway freight cars with a minimum of structural modification required therein.

Another important object of the present invention isA 5'6" between the outer face of the striker plate and theV center line of the body bolster, the hydraulic cushion unit is mounted inwardly of the body bolster and is connected to the draft gear yoke by a drive rod which extends through a guide tube which is mounted in the body bolster, and wherein, when the system is installed in a long overhang car underframe with the distance between the outer face of the striker plate and the center line of the body bolster being lllt, the hydraulic cushion unit is mounted between the draft gear pocket and the body bolster and is connected 'to the draft gear yoke by a short drive rod,

Another object of the present invention is to provide a new and novel shock absorbing system of the character described wherein the connection between the drive rod of the hydraulic cushion unit and the yoke may be a swivel connection which permits a degree of horizontal and vertical movement of the yoke while maintaining proper longitudinal alignment of the drive rod.

Another object of the present invention is to provide a new and novel shock absorbing system of the character described which when installed in a railway car does not lessen the ability of same to negotiate short radius curves but which permits negotiation of curves of the same radius that could be negotiated by a similar car equipped with standard draft gear rigging.

A still further object of the present invention is to provide a new and novel long-travel super-cushioning shock absorbing system of the character described which maintains its own structural integrity under severe impact conditions but wherein, in the event of a failure in the hydraulic cushion unit, the novel draft gear thereof may be blocked within the draft gear pocket so that the aliases broken vertical section taken @car `will `not be fully disabled butnwill have normalhbuff and Vdraft *force* cushioningfcapacities.

Other objects, advantagesand modiiicationsof our invention willf become apparent orbe obvious from aV Y k,consideration of the Vfollowing description when takenr in conjunction with the vappended drawings in which:

f f FIGURES la and v1b together forma longitudinally kbroken Aplan View of one embodiment of the shock ala-- sorbingpsystern ofmthe present invention in Vrits'jneutral condition, with certain parts being'shown in horizontal section and with 4certain identical structure on the far side of the longitudinal center line `not being illustrated Of-FIGURES la and' lb;

erallyon the line 5 5 of FIGURE la;k Y

broken top plan viewv Y y,portions ,2S- 25 of the center4 sill l5 are provided with' horizontally aligned longitudinal slots Ztl-Ztl which are open atthe outer end of the centersill l5. For obvious portions 25-25 of the center sill 'intermediate the outer and inner stopmernbers 16-16 and IC7-i7, re-Y spectively, are provided, as is best illustrated in FIGURES la and 6, with `.center sill wear plates l-l-l for a rea'- son which Vwill be' v evident hereinafter.v Y

In order to accommodate longitudinal movement` of a' horizontally disposed draftfkey i9, to be described` in Vdetail hereinafter, the outer Vends of the vertical leg reasons, Vthe outer stop'rnembers ,I6-16 are provided with similarlongitudinal slots 21-'21 inv alignment with `generally on the line 4-4 I VFIGURE-5 is a transverse vertical section-taken g'en-k Y FIGURE 6 is `-a transverse vertical section taken gen- `Terallylon the linen-6 of FIGURE la; K

' FIGURE 7 is a transverse` vertical section taken gen erally on the line 7-7 of FIGURE lb; j

FIG. 7a is a` transverse vertical sectionftaken generally onjthe line 7er-7a of FIG. 1b;

Y FIGURE 8 is an end elevational view looking toward.. the'outer. end of the shock absorbing system of thev invention as illustrated in FIGURES la and 1b with ythel train line, the supports` therefor, Yand the draft key slot for the coupler 'carrier not being'shown;

l the slots 20V-,20. A pair of similarly slotted reinforcing plates .Z2-Z2 are provided on the outer Vsurfacesof y Vthe vertical leg portions 25-25 of they center sill 15 for t additional strengtheningV thereof.

1 InV accordance with Ythe present invention, a draft gear 23, which may be any one of the'conventional types, is mounted in a standard A ALR. yoke 2,4 with the draft ygear Z3 and the yoke 24 being movable, upon the application of buff forces thereto, longitudinally of thercen# ter sill 15 a distance which Vis r,appr'oidma'tely equal to the length of thestandard AAR, pocket defined between the outer stop members 1er-416 and the innerV stop members l-7.` In the two illustrated forms of -the invention, the draft gear 23 is a known type friction 'Y Y' gear which with its follower is approximately equal inV length tothe length ofthe` pocket and which is characterized by a casing 2d having va closed end defining a vfirst integral end follower 27 and any open end from which 'l a series of friction shoes 28 and an' actuating wedge 29 ,FIGURES 9a and 9b together form a longitudinally Y broken top plan ViewV of a modied form ofthe shock absorbing system of the present invention, with certain parts being shown in horizontalrsection';

FIGURE 10 is an enlarged scale side elevational view vdrive rod of the shockiabsorbing system as illustrated in'FIGURE 1a;

VFIGURE l1 isV a horizontal section taken generally.

on the line y11-11V ofFIGURE 10;V v

FIGURE l2 is an enlarged scale side elevational view partially in vertical'section of a rigid form of connection between the yoke butt and the cushion unit drive rod of the shock absorbing system as illustrated in FIGURE la; and Y FIGURE V13 isa Zhorizontal section taken generally on the line 13-13 of'V FIGURE 12.

i Referring now to FIGURES l8 of the drawings, there is shown one form of the shock absorber systemV of the presentinvention which Vis adapted to be operatively assoeiatedwith a standard railway freight car having an underframe of thetype which is characterized by a longitudinally extending, inverted generally lJ-shaped center sill 15 havingan overhang of approximately 56 between the center line of the body bolster and the outer face of the usual striker plate. The center sill 15 is partiallyin vertical section of* adifferent form of a swivel f A connection between the yokeVv butt and the oushion unit therefor project. Y Y t Y Y the casing 26 normally urge the frictionshoes 28 and the Spring elements (not shown) within wedge 29 outwardly of the casing 26 and thus serve to resist inward movement of same. Y

A plate Vmember separate from thecasing 26 and ldening a second endfollower Slis providedfor engagement with vthe wedge 29',with the friction draftV gear 23 u being actuatedin the usual manner upon relative move?v kment of the two end followers 27 and 3l toward each 'other'as aresult of the application of buff and draft forces VVtothe draft gear 23. For vpurposes of the present invenstationary relative to the railway car and ardraft gear .Y

pocket having av standard length of 24%.is Vdefined in the outer end thereof by pairs` of longitudinally spaced Vouter stop members or draft lugs 116-46 and inner stop members or buff'lugs 17-l7. The outer stop members Y 16-16, are' in the form of reinforced angular members "whichare mounted lon the innersurfaces offvertical leg portions.25-`25 ofthecenter sill structure 15 and the Yinner stop *membersV 17-1 7 are in the form of vertically disposed Vplate members which extend inwardly from the inner 'surfaces 'of the vertical leg portions ZS-Zof the centerV sill 15.l Therinner surfaces of the vertical leg movement of the follower 31 between tion, a pair of outwardly directed transverse iianges or ears 32+32, are provided onvthe opposite sides of the draft gear casingfZo at o r closely adjacent to the open` end thereof, which ears act Vasa third integral follower which is disposed intermediate the first and second end followers l27 and 31. A series of angular gusset plates 33433. areprovided between the casing 26 and the follower ears 32-32 to Vfurther rigidify the latter.

The normal longitudinal spacing between the adjacent faces of the third follower 32 Vand the secondendfollower 31 less the distance the third follower 32 is spaced from the open end of thecasing 26 when neither buff nor draft forcestare applied to the draft gear 23, is equal. to the full closure travel of the draft gear 23, which spac- Ving is substantiallyV less than the distance between the outer and inner stop members 16--16 and -17-1'7, respectively, which define the draft gearpocket.l As the followers Stand 32 ofthe novel ldraft gear 23 of the inventi'onfare engageable with the'stop members lr6-L16 and 17-17the draft Vgear'23a is adapted for bodily move- Vment longitudinally of the center sill l'through a distance which is Vapproximately equal to the length of the draft gear pocket less the distance between the outer faces of the follower ears 32 andthe innerface of the follower plate 31. Forthis reason,y the second end follower 3l 'rnay be Vprovided along the side edges of one of its faces.

with longitudinally extending ribs SLi- 34 to provide ladditional bearing and guide surfaces during'longitudinal wear plates Vlid-itl. j f K h C` w As described herein, one ofthe primary features Aof novelty of the specially designed draft gear of 'the' present `the Vcenter sill Y invention is the provision that the pair of followers thereof which are engageable, respectively, with the lugs or stop members defining the opposite ends of the draft gear pocket and which are movable longitudinally relative to each other upon closure of the draft gear are arranged such that the maximum longitudinal spacing therebetween is substantially less than the length of the draft gear pocket. Another prirnary feature of the invention is the provision of a long-travel cushion device, to be described in detail hereinafter, which is operably connected to the foregoing draft gear and which normally retains same in its outermost position whereby upon the application of the buff forces the cushion unit cooperates with the draft gear during the buff travel permitted by the foregoing follower arrangement to effectively cushion the buff forces applied thereto, which gear travel is substantially greater than that normally permitted draft gears of this type.

Because of the space limitations of the center sill and body bolster structure of the standard overhanr railway car previously described herein, it is noted, as illustrated in the drawings, that the draft gear 23 is mounted in the center sill with the open end of the casing 26 opening inwardly and with the separate follower plate 31 being disposed inwardly thereof. With this arrangement, the iirst end follower 27 serves as an outer end follower which is engageable by the inner end of the shank of a standard coupler member 35, with the second end follower 31 serving as an inner end follower and being engageable with the inner stop members 17--ll7 and with the intermediate follower 32 being engageable with the outer stop members lle-16. As will be described hereinafter, means are provided for normally retaining the draft gear 23 in a neutral outermost position with the intermediate follower 32 in abutting engagement with the outer stop members 16-16 and with the closed end of the draft gear casing 26 which defines the outer end Vfollower 27 being disposed outwardly of the outer end of the center sill l5, as illustrated in FlGURES la and 1b. It is thus necessary for the normally heavy overhanging coupler member 3d to be adequately supported and a novel coupler carrier 3S, to be described in detail hereinafter, is therefore provided. It is noted that hif suilicient space were available in the center sill l5, the

Vnovel draft gear 23 could be assembled therein with its open end opening outwardly in the same manner that most standard draft gears are disposed in a car underdrame.

The draft gear supporting yoke 24, which is of an AAR. standard design, is characterized by longitudinally -Xtending, vertically spaced, upper and lower arms 39 and dit between which the draft gear 23 is supportingly received, by a vertically extending connecting section or yoke butt 41 at the inner ends of the arms 39 and 40 which is disposed inwardly of the inner end follower plate 32 and is engageable with and by same, and by laterally spaced generally vertically disposed side wall sections 42-42 at the outer ends of the arms 39 and i6 between which the shank of the coupler member 36 extends. The previously mentioned horizontally disposed draft key 19 extends transversely through a slot 45 which is formed in the shank of the coupler member 36 and through slots i6-46 which are formed in the side Wall sections 42 42 of the yoke 24, in horizontal alignment with the slot 45, to interconnect the coupler member 36 and the yoke 24 in the usual manner. The outer and inner edges of the key i9 are rounded as shown in the drawings. The slots lie-45 formed in the yoke 24 are provided with a greater width than the key 19 so that considerable play is present between the key 1% and the yoke 24. The slot 45 in the coupler shank, however, has a width which is only slightlygreater than that of the key 19 whereby to permit a limited degree of lateral swinging movement of the coupler member 3d relative to the key 19. The yoke 24 is further characterized by a generally hemispherical seat member 4S having an inward- 6 ly directed externally threaded fastener portion 49 (FIG- URES la and 4a) which is rigidly mounted, as by welding, on the yoke butt 41 for a purpose to be-described hereinafter.

VWhen draft forces are applied to the draft gear 23, assuming same to be in its normal outermost position, such forces are transmitted tothe inner end follower plate 31 through the coupler member 36 and the yoke butt 41 in the usual manner with such draft forces being cushioned by closure of the draftv gear 23, the closure travel of same being in the order of 21/2 inches in the form of the invention illustrated in the drawings.

However, when buff forces are applied by the coupler member 36 to the outer end follower 27 of the draft gear 23,v the draft gear being in its normal outermost position, the draft gear 23 is bodily moved -inwardly of the center sill Vl5 until Vthe inner end follower plate 3l abuts against therinner stop members 17-17, with the total inward movement of the draft gear 23 upon full closure of same being equal to the distance betweenthe outer and inner stop members few-16 and lil- 17, that is, the length of the A.A.R, standard draft gear pocket, less the minimum spacing between the outer face of the intermediate follower 32 and the inner face of the follower plate 3l when thel draft gear is fully closed. It is noted that the yoke 24 is simultaneously moved inwardly a distance equal to the inward movement of the draft gear 23 less the closure travel of same as a result of the engagement of the inner end follower plate 3l with the yoke butt 4l.

An additional shock absorbing means is provided for cooperating with the draft gea=r23 when buff forces are applied thereto and during the extended travel of same whereby to morev effectively cushion heavy buff impacts.

The substantially greater travel time and distan-ce resulting from the foregoing system for cushioning buff forces in comparison with the more conventional shock absorbing systems provides super-cushioning lcharacteristics and substantially reduces the shock'forces on the car structure and lading. The long-travel, super-cushioning Shock absorbing system of the present invention is therefore particularly well adapted for use on railway cars which are v intended for transport of more fragile ladings. lt is further noted that a railway car equipped with the foregoing long-travel shock` absorbing or cushioning system offers a large measure of protection to adjacent oars as well as to itself during car impacts. y

In the two forms of the invention illustrated in the drawings, the cooperating shock absorbing deviceis a large bore, long stroke hydraulic piston-and-cylinder cushion lunit Si which is mount-ed in the center sill 15 inwardly of and generally in alignment with the draft gear 23 and which is operably connected to the yoke 24 by a drive rod 52. The hydraulic cushion unit 5l is a conventional commercially available unit which is characterized by a generally .cylindrical large bore housing 5d lhaving an end Acap. configuration 5S at its closed end and a long stroke piston or ram 56 which projects from its opposite end and is normally biased into its substantially fully extended position by a `known type air charged snubber chamber having a bleed back arrangement which is incorporated in the unit. As illustrated, the hydraulic cushion unit 5f is disposed in the center sill i5 with the outer end of its ram 5o directed toward the inner end of the yoke 24 with the drive rod 452 being connected to the yoke butt il to provide a force-transmitting connection therebetween. f

ln the form of the invention illustrated in FlGURES l-8, the inner end of the drive rod S2 is rigidly connected to .the end of the hydraulic cushion unit ram 56 in any suitable known manner and a universal swivel-type con-v v nection is provided between the outer end of the `rod 52 andthe yoke butt di whereby to accommodate any possible rnisalignment of the yoke 24 during inward movement thereof, as upon the application of .buff forces to the draft gear 23. As best illustrated in FGRES la lbers yof the body bolster. f

Vandfla;theoutcr end of the drive rod 52 is internally threaded andghasv an externally threaded` socket member l l 53 threadedly tightened therein. The Vouter surface of the member S is provided with .a'generallyhemispherical socket 59 which isV complementary to the generally hemispherical seat member 4S which is secured on the yoke bu-tt 4l. A generally conically shaped bore 60 extends through the member 5S from the base of theconical seat 59 Lwithfth'e externallyrthreaded fastener vportion 49 of v,^the'hemisphericalseat member 43 extending therethrough. The'innersurface of the socket member S3 isrprovided n' Withwa convex spherical surface 61 and a washer 62 having a concave spherical .face 63 complementary thereto is retained on, thelthreaded fastener portion 49 Vof the seat Because of the limited `space' YbetweerltheV inner end of a standard draft gear pocket and the adjacent body bolster infa standard'overhang railway freight car ofthe type previously specified herein7 the hydraulic cushion unit '5l ofthe form of the shock absorbing system of the invention illustrrated'inFlGURES 1-8, which system ca'y The'V closure plate 82 is secured to the undersurfaces of the flangesl f-obf the center sill l5 by conventional nut and bolt fasteners SSA-$3.1

v With the foregoing shock absorbing system,-. buff loads applied at the coupler 3d are transmitted boththrough the coupler shankV to the draft gear 23 inthe normal man- Y l ner, as previously described hereinjandY through 'the follower plate 31,' the yoke butt d1 and the drive rod 52 to the hydraulic cushionrunit 5l. After a predetermined amount/of inward buff travel of the draft gear 2.3, during wh .In travel. the hydraulic cushion unit 5l provides hydraulic cushioning of the budforces in cooperation with fthe cushioning effect afforded' by -therdraft gear 23, the

'f follower platel 3l abuts against the inner stop members z fauna `mission una si, fuircios'ure of the Yimftgsar 2s l'-ll" andfpre'vents further cushioning closure ofthe hydraulic unit 5l. DependingV upon the relative resistance to closure adorded by the draft gear 23 and the hymay occur'either dur-ing 'the inward buff travel thereof -is incorporated in such 'a standard overhang car, is

mounted inthe center silllinwardly of the body'bolster. As best illustrated ini-'FIGURES lb, 4b and 7, the cylinder' 54 is supported on Varpiairl of longitudinally spaced'cross ties or cradle-like carrier lmembers 66--66 which are integrally securedto the cylinder 54, as by welding, and which :'{have flanges .6T-67 which extend beneath outwardly l projecting lower flanges 68-68 of the center sill 15.V A right-angular bottom tie strap 69. underlies each of the carrier members 66 with vthe carrier members'dd-oo and the tien straps dii-o9 being secured to the flanges 63-68 of 'the center sill 15 by conventional nut and boltfasteners Y l0-70. A pair of reinforced right angular lugs or backstop members 71,-,71 are Vsecured on the inner surfaces of the verticallegk portions 2li-#25 of .the center silllrS in v abutting engagement with the lcap end 5 5 ofthe hydraulic cylinder/54. g Y y i In this .form of the invention, the drive rod 52, which isV connected between the yoke 24 and the ram 56 of the hydraulic cushion unit 51 extends through Valongitudinally u dis-posed tubular. guide r member ,'73 which` is rigidly mounted in the body bolster. The body bolster,V which is conventional except for the guide 73, is characterized by albolster center filler structure 74 including a series of transverse .web or brace members 7S-75, in'which the @guide member'73 is supported, and a series of longitu` dinallyjextending brace members i6-76, certain ,of which abut against the inner surfaces of the inner stopy members f7-17. The body bolster structure is further characterized bya top plate 77 which overlies the upper surface of the center sill 15, by bottom plates 73, by a bottom tie plate 84 which underlies the center sill l5 and interconnects the bottom plate 7S, and by a body center platerl, with the f foregoing body'bolster structure being fuithercharacterized by a vertically disposed center bore S0 for receiving a king pin (not shown). The lvertical leg portions ZS-ZS prior to engagement of the follower plate L3-'1' with the inner stop members l-l or immediately after engage- 'Y ment of the follower plate 31 with the innerstop members In the two forms ofthe invention illustrated lin the 'drawings,wherein the draft gear pocket hasa standard `A.A.l?; lengthof 24S/s", the hydraulic cushion unit is selected or designed to'providev171" of inward buffV travelwhieh together Vwith the 21/2 'closure travel for the draft gerard?, provides a full buff travel of 20"'for this particular shock absorbing system. A full `buifcondition ofthe shock absorbing systemcf thev invention is illustrated in FIGURE 2.VVV rlfhisi arrangement provides a high capacity 4shock absorbing system in buff, in the order Y of approximately 350,000 foot-pouiids at a reaction Vof 300,000 pounds'or approximately 583,000 foot-pounds at a reaction of 500,000 pounds. The foregoing capacities accommodate impact speeds,V in the order of approximatelyV lO'rniles per'hour and 12.9miles per hour, respective- Y l ly, which are substantially greater'than the ,impact speeds Yusual manner as previously described herein. v draft Vgear closureiof 2%., it isnoted that during closure accommodated Vby the substantially lower capacity standard draft'gear riggings Y v .Draft forces applied at the coupler 36,'Whe`n the draft gear 23 'is in its neutral or normal outermost position, ,l

Vare 'absorbed' solely-by closure of the draft gear 23 in the With-"a of the draft gear 23, upon the application of draft forces to the V'coupler 36, provision must be made to accommodate 21/2 of `outward movement of the ram Sofof the l hydraulic 'cushion unit lfrom its normal or neutral position.` Thus, the unit Eil musty have a total ram travel of at least 20l whereby .to accommodate 171/2" of b-ulf travel and 2.1/2 of draft travel. When the hydraulic cushion unit 5l is installed in the center'sill l5, it is therevfore precompressed, sufficiently to permit 21/2 o-f outward or draft travel ofthe Vram 5o from its 'normal or neutral position.

lnrthe event of a load reversal from either full'o'r par- Y tial bult todraft, the air-bleed characteristicsV of the hyof the center sill 1S may be provided with a series of vertically and Vlongitiudinally spaced *elongated slotsr l-31 to facilitate welding the various `structural mem- A bottom-closure plateV S2 underhes the flanges @953 of the center'sill 515 between the Ainner edges of the bolster s bottom plates 7S andthe outer end of the cylinder 54 "of the hydraulic cushion unit 5l' whereby to provide a c loslue for the portion of the'normaily,'open-bottom center sill 15 occupied bythe piston rain 56 of the hydraulic .Y

cushion vunit 5l when the ram'is in its fully extended position, thus Vsubstantially reducing the accumulation of dust, dirt and other undesirable foreign materialV thereon.

draulic cushion unit 5l. which normally serve to return :the piston ram So thereof to its neutral positionrfrom -lts `full buff poslnon, provide a snubbing or resistance effect somewhat similar to that of a light-weight drafty gear until the intermediate' follower 32 engages the outer vstop members l6-l6, at which point the draft gear 23 becomesfuily operable to perform its normal draft func-V tion.

The snubbing action of the hydraulic cushion unit 5l prevents V.the intermediate follower 32-32 from `violently vimpacting tljie outer stop members l6-lld'- The VVdraftgear is closedas Va result of lthe draft lforces'transmitted Vto the follower plate 3l by the yoke butt el. A 'full Vdraf-tcondition of the shock absorbing system of the invention is illustrated in FlDURE 3.

VThe previously referred torcoupler carrier EL3 for supporting the coupler vmember 315, which normally over- 9 hangs the outer end of the center sili 15, may best be described with reference to FGURES la, 412,5 and 6. For supporting the coupler carrier 3S, a pairof right angular elongated beam members 36-86 are rigidly mounted, as by welding, on the outer surfaces of the vertical leg portions 2.5-25 of the center sill 15 above the reinforcing plates 212-22, which beam members extend from -t-he outer end of the center sill 15 inwardly to a point near the inner stop members 17-17. Each beam member S6 is characterized by a vertically disposed leg portion 87 which is secured against the appropriate vertical leg portion 25' of the center sill 1S and by an outwardly projecting horizontally disposedtiange portion S3 at the lower end thereof, which latter portions of the members 86-85 are spaced above and Vextend parallel to the outwardly directed lower anges SS-6? of the center sill 15. The coupler carrier 38 includes a pair of elongated channel members gil-90 which are disposed one along each sideof the center sill 15 with each channel member 96 being characterized by an inwardly directed iiange portion 91 at its lower edge which is slidably supported on the upper surface of one ofthe flanges 68 of the center sill 15 and by an inwardly turned flange portion 92 at its upper edge which is slidably supported on the upper surface of the horizontally disposed ange portion 8S of one or" the beam Vmembers 85 whereby the beam lmembers 90-9@ are longitudinally slidable relative to the ed center sill 15. The lower edges of the channel A series of three angular brackets 91E-9d (FGURES .6 and 8) are provided on each side of the center' sill 15 for guidingly retaining the upper flanges 92-92 of the beam members 91E-9) in proper relationship to the horizontal Y ilange portions Sti-83 of the beam members SiS-S5. Each bracket 94 is characterized by a vertically disposed Portion 9S which is secured, as by welding, against the ver-tical leg portion 87 of one of the beam members 86, by a portion 9o which extends horizontally outwardly from the lower edge oi the portion 95 in spaced relationship slightly above the upper flange portion 92 of the associated channel member 90, and by a vertically disposed portion 97 which extends downwardly from the outer end of the horizontally disposed portion 96 in outwardly spaced relationship to the upper edge of the chan- .nei member 90.

As will now be described, the two slidably mounted channel members titi-9i) are interconnected for simultaneous movement longitudinally of the center sill 15. The

outer ends of the channel members 9t-9ii are interconnected by a transversely extending inverted U-shaped coupler carrier support member 16d which is supported at its opposite ends on the inwardly directed lower flanges 9191 of the channel members 9ii-9ti. An inverted U-shaped wear plate 101 is iixedly mounted on the central portion of the coupler carrier support member 1&9() and is adapted to support on its upper surface the shank of the coupler member 36. A pair of transversely aligned and vertically disposed end plates 192-102 are mounted on the coupler carrier support member on opposite sides of the wea-r plate 191 and along the outer edge of the support member 161), with their outer vertical edges being secured against the inner surfaces of vertical web portions 98-98 of the channel members 9i9-92 and with their inner edges being characterized by inwardly turned iianges lofi-1% which abut, at their lower ends, the opposite ends of the wear plate 101. The outer portions of the upper edges of the end plates 10E-162 are secured to the undersurfaces of the inwardly directed upper flanges 92-92 of `the channel members 91E-9i?. The end plates 162-162, may also be provided on their inner surface with a series of vertically spaced horizontally disposed strengthening ribs 19d-164, the opposite ends of which are secured, respectively, to the inwardly turned fdanges 163- 1i3 thereof and to the inner surfaces of the vertical web portions 93-98 of the channel members 90-90.

iti A transversely extending brace member or top bridge plate 16d interconnects the upper portions of the outer ends of the channel members Sti-9b with its Vopposite ends being xedly supported on the upper surfaces of the inwardly directed upper'lianges 92-92 of the chan nel members 963?. The central portion of the bridge plate 106 is angularly olset in an upward direction, as

at 10?, whereby same extends slightly above the upper surface of the shank of the coupler member 36 and thus serves as a restraint against excessive vertical movement or" the coupler member 36. It is noted that the end plates M25-iti?. may extend upwardly until same overlap the outer edges of the top bridge plate 166. A top cover plate 11i) has an outer edge portion 111 secured to the upper surface of the upwardly offset portion 107 of the bridge plate and an inwardly extending upwardly odset portion 112 which overl-ies the upper arm 39 of the yoke 24 and extends a short distance inwardly of th center sill 15.

The channel members 90-99 are also interconnected approximately midway between their outer and inner ends by a transeversly extending inverted U-shaped brace member 11d, the opposite ends of which are secured to the undersurfaces of the outwardly turned lower langcs 93-93 ofthe channel members 90 by conventional nutand'bolt fasteners 11S-115. As best illustrated in FIG- URE 6, spacer blocks 116-116 are provided between 'the ends of the brace member 114 and the flanges 93-93 to provide sutlicient clearance between the brace member 114211164 the anges o-dd or" the center sill 1S to permit longitudinal movement of the coupler and yoke carrier 38 relative to the center sill 15. A transversely extending yoke carrier wear plate member 117 having upturned side edges 11g-11S (FIGURE 6) is secured on the upper surface of the brace member 114 intermediate the vertical leg portions 25-25 of the center sill 15 for supporting the yoke 24. The upturned side edges 118- 113 of the yoke carrier member 117 are spaced outwardly oi the Vside Vedges of the lower arm iti of the yoke 24 whereby to define therebetween a pair ofV laterally spaced longitudinally extending guideways 119-119 (FGURE 6) which are adapted to receive a pair of laterally spaced Y longitudinally extending guide ribs 12d-126 which are provided on the underside of the draft gear casing 26. The foregoing structurai arrangement provides lateral stabilization of the draft gear 23 and' the yoke 24 during longitudinal movement thereof, The yoke 24 is further laterally stabilized by a pair of elongated angular guide members 121-121 (FIGURES 4a and 6) which are mounted in the upper corners of the center sill 15 for laterally guiding the upper arm 39 ot the yoke 24.

The inner ends ofthe channel `members @tiare interconnected by a transversely extending U -shaped brace member 124 which has its opposite ends secured to the two channelmembers 943-99 in generally the same manner that the brace member 114 is secured thereto.

Provision is .made for interconnecting the coupler and yoke carrier 33 to thedraft key 19 to provide a motiontransrnitting relationship therebetweeny with such connection preferably being a lost-motion connection wherein, during the application of buff forces, inward movement of the coupler carrier 3S lags behind the inward movement of the coupler member 36, the draft gear 23 and the yoke 24, whereby to provide an additional degree of support for the overhanging coupler member 36 during the application of butt forces thereto. A `pair of aligned,

longitudinally extending rounded-end slots 126-126 are provided in the channel members 99-90, adjacent the outer ends thereofor receiving the opposite ends of the draft key 19. Each slot is dened by a fabricated or cast-attened oval member 131 having a pair of parallel vertically spaced upper and lower wall portions 127 and 12%, respectively, and by a pair of rounded end portions 122i and 130, respectively, with the members 131 being secured in suitable openings formed in the -the carrier ychannel members 9d-1%. The width of the slots 12e- 126 is greaterfthan the width of the draftkey 19 whereby tok providethe aforementioned lost-motion connection Vwhich results inthe lag in the inward movementV of the f 'coupler carrier 33relative to the couplermember 3d dury ing-the application of buil forces thereto. Suitable head means 133-133 are provided on the opposite ends of the key V19 outwardly of the slots 12d-12e. vAs illustrated in FIGURE 2, during the application of buff forces, the inner-edge of the draft key 19 engages the inner ends Y V12g-129 of the slots 126-126 whereas,fduring the application` ofV draft forces, as illustrated in FIGURE 3, thev outer edge of the draft key 1 9 engages the outer ends' l 13d-13d of` the slots 126-126. For example, in thev 'form of the invention illustrated in FIGURES l-8 wherein ,the Vtotal buff travel of the coupler member Se and the draft gear casing 26 is 20 Vinches, the extended widths ofthe coupler slot 45 and the carrier slots 126 relative Sgen the center sill 15 without any interference between ,i

in full buflj flangesj93 and the bolster bottomiplates 72? Y As illustrated in FIGURES la, kZianclthe inner ends 'ofthe loutwardly directed lower'anges-QS fof the channel members 90 are cutaway, as yat 132, so that there will be no interference by the inner ends of ther. `channelmembers 9&3-96 with portions of the body bolf'ster structure when the coupler and yoke carrier 38 is moved into itsV innermostposition. brackets-134-134 FIG. la are secured `to the under- A pair of VangularY surfaces of the anges 63,-68 of the center sill 15 'at outer end train line portion 136 whiclris mounted on one side;of the coupler'carrier 3S for floating movement ltherewith` andra flexible train line portion 137 which is disposed inwardlyof the `outer end portion k136 vand has its inner.endrnounted rigidly with respect to the center sill 15. The-outer end of the non-flexible train line portion 136 is supported byan anglecock bracket 138 which is i, characterized by a vertically disposed llongitudinally ex- 'tending portion 139 which is secured at its inner end to the outer face of the `Vertical leg portion or web 9S of the channel member 9@ at the outer end thereof with the por- ;'tion 139 projecting-outwardly thereofand terminating in an outwardly bent transverse vertically disposed portion 1F10.v The angle cock Vbracket 138 is further characterized by a horizontally disposed portion `141 which projects out- Vwardly from `the' lower-.edge of the portion Mtl, the outer end of the non-tiexble train line portion 13e being secured to the underside of the horizontally disposedl portion 141 of the bracket 133. l Y v At apointspacedinwardly of its outer end, the noniiexible train line portion 136 is rigidly clamped to the inner end of the coupler carrier 38 by means of a conventional commercially available clamp device 144 which is suitably mounted on the inner end of the appropriate channelmember 90. The portionof the non-flexible train line '136 vthat extends past the body bolster structure is Aslidably supported in Va guide sleeve 146, which guide v sleeve is mounted between longitudinally spaced verticalnon-llexible train line portion 136 is slidably supported in acylindrical'bearing Vsleeve 149 which is mounted in a transversely extending vertically disposed cross tie por- V: of vertically spaced inwardly directed nose portions tion 151) Which is rigidly attached tothe centerV sill 15 Y adjacent the outermost transversely extending ycushion unit'support member 69.'

VThe inner end'of'the nonllexible train line portion'136 is connected Aby a conventional coupling`device'152 to the outer end of the flexible trainline portion 137, with the inner end ofthe flexible train line portion 137 being connected to the balance of-the usual non-llexible air'brake train line 153 jvvhichextends longitudinally Vof the central portion ofthelrailway car by Va conventional coupling del i vice 15d. A portion of the coupling device 15A/tl is rigidly Y mounted in a vertically disposed-portion .155' of a cross Vbearer member 156 which isvdisposed inwardly of the inner end of `thehydraulic cushion'unit 51.

The flexible portion 137 of the train` line` permits'longi- Vtudinal floating movement of the non-flexible outer train line portion 136 with the coupler carrier 38 relative tothe rigid center sill`15. It is notedA that in the normal neutral vposition-of the coupler Vcarrier V58, as illustrated in FIG- URE la, the'coupling device 152'between the non-exble andexible Vtrain line portions 136 and 1317, respectively, l is spaced inwardlyof the cylindricalv bearing sleeve 149 a distance which is sufficient to accommodate outward movement ofthe coupling device 152 with thenon-exi- 'ble train line' portion 136 upon the application 'of draft. forces to the coupler member 36 without `the coupling der-V Vvice 152 engaging audits outwardmovement being interferred with by the Vcylindrical Vbearing sleeve 149.V If Y necessary,@the non-flexible oating train line portion 136 may be appropriately bent so that its movement will not Iwo additional structural arrangements for-connecting the outer end of the hydraulic cushion unitl drive rod 52 Y` to the'yoke butt 41 are illustratedin FIGURES'IO and .l1 and in FIGURES l2 and 13, respectively. The arrangementrillustrated in FIGURES 10 and 11 permits both vertical'pivoting movement of the yoke butt 41'relativeto the drive rod 52 and limited lateral movement of the'yoke butt 41 relative to same.,` An externally lthreaded plug member 161), having, an outwardly' projecting narrowed-neck portion 161 is tightened in the internally threaded outer end of thefdrive rod 52 so that the narrowed neck portion 161 is disposed vertically. A pair of identical fastener connectors A162-162 are pivotally mounted against opposite Vside surfaces of the vertical neck portionlel of the plug memberV16-by means of a transversely extending pivot bolt 164 which extends through the two fastener connectors 162-162 andthe neck portion161 ofV the plug member 160.` Each of the fastener connectors 162 is further characterized byapair are Vadapted to be received in vertically spaced taperedk recesses 156-166 which are formed on each side of the yoke butt 41whereby to connect the drive rod 52 to yoke butt 41 in a `manner permitting limited lateral movement of theyoke 24 relative tothe drive rod 52. The pivotal mounting of 'the fastenervconnectors 162-162 on the pivot bolt 164 permits VVpivoting movement of the yoke Y butt 41 in a verticaldirectionrelative to the drive rod 52. 'Ihe structural arrangement illustratedin FIGURES 12 and 1.3providesra rigid connection between the yoke butt Y 41 and the drive rod' 52. As illustrated, a connector 168 is secured to the yoke Vbutt 41, as by welding, and is provided withV an inwardly projecting-externally threaded end Yly disposed and transversely extending web portions y 1471-147 ofthe bolster structure. v The inner end of the` portion 169 which is threadedlyV tightened inthe internallythreaded'.outer "end ofthe drive rod 52 to provide av force-.transmitting,connection.between the yoke 24 and the cushion' unit 51.

The foregoing shock absorbingl system for a standard overhang railway car, as illustrated Vin FIGURES 1-8,

, 13 provides a super-cushioning arrangement which has been found capable of protecting both the car structures and the car lading and which also maintains its own structural integrity under severe impact conditions. lUnder but or impact conditions, the foregoing shock absorbing system has approximately 350,000 foot-lbs. of capacity at a reaction of 300,000 lbs. and approximately'583,000 footlbs. of capacity at a 500,000 lb. reaction level, which capacities are substantially greater than that of standard friction draft gears which have an average capacity of approximately 23,000 foot-lbs. at a reaction of 350,000 lbs. Assuming impact between two fully loaded 70ton railway cars, the foregoing shock absorbing system on one of such cars would accommodate impact speeds of approximately 10.00 miles per hour and 12.9 miles per hour, respectively, at the above mentioned reaction levels. This super-cushioning system not only affords a greater measure of protection to its own car structure and lading but also to the structure and lading of adjacent cars during switching impacts.

Under draft conditions, the foregoing shock absorbing sys-tem has a capacity of approximately 23,000 foot-lbs. at a reaction of 350,000 lbs. which is approximately the average of A.A.R. standard friction gear-s.

It is further noted that the super-cushioning shock absorbing system described herein, which utilizes standard car couplers and yokes and A.A.R. standard length draft gear pockets, is readily applicable to existing and standard railway cars with a minimum of structural modification being required. Such 'modifications include removal of the usual striker plate, modifying the standard fabricated orl cast bol-ster center filler so as to permit mounting the drive lrod guide sleeve 73 therein, attaching the desired drive rod connector to the butt of a standard yoke, and providing the necessary support members for the cushion unit 51, the coupler carrier 3S, and the iloating train line 136.

In the event of failure of the hydraulic cushion unit 51, the car need not be considered fully disabled pending repair or replacement of the hydraulic cushion unit as the novel draft gear 23 may be blocked in its innermost pof sition, while fully open, with same then being operable to provide normal cushioning upon the application of both 'buff and draft forces thereto. 1

Thesuper-cushioning shock absorbing system yof the present invention has been described thus far herein, with reference .to FIGURES l-S, primarily to the installation of same in a railway car having a standard underfrarne with an overhang of 5'-6" from the center line of the body bolster to the outer surface of the usual striker plate. As illustrated in FIGURES 9a and 9b, the supercushioning shock absorbing system of the invention may also be incorporated in railway cars having a greater than standard underframe length, such as Trailer Train cars which have an overhang of ll'-l0" from the center line of the body bolster to the outermost end -of the underframe structure. IIn such an installation, because of the greater distance between the standard draft gear pocket and the body bolster structure, the hydraulic cushion unit may be mounted in the center sill between vthe draft gear pocket and the body Ibolster structure and may be connected to the yoke butt by a short drive rod, thus elimina-ting the necessity of modifying the bolster center lillerto permit passage of the drive rod therethrough, as in the installation described with reference to FIGURES l-8.

Referring now to FIGURES 9a and 9b, the under frame of the long overhang railway `car is characterized by al stationary center sill 170 which is of inverted U- shaped coniiguration and which includes laterally spaced Vertical leg portions 171-171 having outwardly directed flange portions 172-172 at the lower ends thereof, by a draft gear pocket having a standard A.A.R. length of 24S/s inches, which pocket'iis defined by outer stop members or draft lugs 173-173and inner stop members or buff legs 17d-174,' which are mounted on the inner 1d- Y surfaces of the vertical leg portions 171-171 of the center sill 170, and by a bolster center filler 175 which is disposed a substantial distance inwardly of the draft gear pocket and which Iincludes a vertically disposed bore 176 for receiving the usual king pin (not shown).

A friction draft gear 178 simi-lar to the draft gear 23 of the iirst described embodiment of the invention is mounted in a standard yoke 179 for longitudinal movement relative to the stationary center sill structure 170. The draft gear 178 is characterized by a casing 180 which is disposed in the center sill 170with its closed end disposed outwardly `thereof and defining an outer end folf lower 181 which is engageable by the shank end of a coupler member '183 having a long shank 182. A separate inner end follower plate 184, which maybe provided with guide ribs 18S-18S, is disposed at .the inner end of the yoke 179 and is adapted for engagement with a protruding actuating element 186 of the draft gear ,178 for closing same in the usual manner when bud and draft forces are applied by the coupler member 183. The draft gear casing 180 is provided near its inner open end with a pair of reinforced laterally extending side flanges or ears 18g-138 which dene anintermediate follower which is normally engageable with the outer stop members 173- 173, with .the major portion of the draft gear casing 180 projecting outwardly of the pocket defined between the outer and inner stop members 173-173 and 174-174, respectively. Upon the application of bulf forces, the inner end fol-lower plate 184 is adapted to abut against th inner stop members 174-174. l 1

The standard yoke member 179 is characterized by upper and lower arms i-190 and by a vertically disposed butt section 191 which interconnects t-he inner ends thereof. The outer ends of the yoke arms 190-190 are connected to the shank 182 of the coupler member 183 by a vertically disposed pivot pin 192 whereby to permit lateral pivoting movement of the coupler member 183 relative to the'yoke 179. Y

In this lform of the invention, a hydraulic piston-andcylinder cushion unit 194 is mounted in the center sill structure 170 `between the draft gear pocketk and the bolster cen-ter ller struct-ure 175. The hydraulic cushion unit 194, which is of a conventional type similar to the hydraulic cushion unit 51 of therst-described embodiment of the invention, is character-ized by a cylinder I195, by a ram or piston 196 and by an air-bleed arrangement (not shown) which serves both to return the ram 196 to its substantially fully extended position after inward movement of same and to normally retain the ram 196 in its substantially fully extended posit-ion. A pai-r of reinforced angular backstop members 197 are provided on the center sill structure for engagement with the inner end of Athe lcylinder 195. The hydraulic cushion unit cylinder 19S is supported on a pair of longitudinally spaced transversely extending cradle-like support members 19d-198 which are integrally secured to the cylinder 195, as by welding, and which are attached in a suitable manner to .the undersurfaces of the outwardly 'directed lowerflanges 172-172 of the center siil structure 170. The outer end of the hydraulic cushion unit ram 196 is connected to the inner end of a short drive rod 200 which has its outer end connected to lthe yoke 179 by means of a sui-table connector 201 which is secured to the yoke butt 191.

A pair of center sill wear plates 187-187 are provided on the inner surfaces of the vertical leg portions 171-171 of the center sill structure 170 between the outer and inner stop members 173-173 and 17d-174, respectively, for guiding the .longitudinal movement of the inner end follower plate 184 and lthe ears 18S-188 on the draft gear casing which define the intermediate follower plate.

As in the first-described embodiment of the invention, when buff forces are applied to the coupler member 185, such buff forces are transmitted both to the outer .end follower 181 of .the draft gear 178 by the coupler memy ber 183 and to the hydraulic cushion unit ram 196 throug Y flanges 207,--207 of the channel members 284 Vby a transversely extending base portion 212 which Vis fia' means of a suitable lost-motion connection as in the firstthe yoke 179 V- and the Vdrive rod`28t. Under full buff conditions, vthe buff forces v are cushioned VVVby closure of Y both the series-connected hydraulic cushion unit i945 andV n the-draft gear 178, thefcombined closure being along travel closure which approximatesthe length of th'efdraft vgearpocket whereby to provide, asv previously set forth hereim a shock absorbing-system having a substantially high capacityunder buff or impact conditions.

In'draftf assuming the fo'regoing'systemV to bein its neutral or normal condition, draft forces are' absorbed solely by the draft gear' 178 inthe usual manner with the closure travel of the draft gear being relatively short in comparison with theforegoing'closure travelfthereof under buff Conditions; To accommodateoutward movement of the/drive -rod G .with the yoke 179duringthe application *of draft forces, the hydraulic cushion unit 1194 is-correspondingly pre-compressed in its vneutral posi- V tion.v .If the coupler member 18S-issuddenlysubjected. lto afdraft force fromrapartial or full buff condition, the air-.bleed characteristicsof tliehydraulic cushion unit 194 described embodimentv of the invention. Although not illustrated in the drawings,` the coupler carrier 203 in FIGURE Qais connected tothe draft gear178 for positive longitudinal; movementV therewith by means of up- Y wardly directedlugs (not shown) which are mounted on the transversely extending supporting( structure 217 and which embrace the lower edges of the laterally extending ears 188-1788 provided on the draftgear 178.

The foregoing structural arrangement provides ade-` quateV support for Ithe overhanging long-shank coupler member 183 during the long-travel longitudinalV movel ment thereof upon the application of buff forces thereto.

The long-travel super-cushioning shock absorbing sys- Y tems disclosed herein for incorporation in railway freight cars provideV auch effective cushioning upon the application of buifforces tocar couplers that fragile ladings are protected without the necessity of using elaboratedeckV cushioning*arrangements, such as those commonly used provide Larsnubber ory light .draft gear action which pre- 'gear178 from violently impacting theouter stop ymem- As illustrated in FIGURE 9:1,this embodiment of the invention is also lcharacterizedby a coupler andv yoke kcarrier-203 which is 'somewhat similar in structure Aand operation to the `coupler and yoke carrier 38 of the lfirstdvescribed embodiment oflthe invention. The coupler carrier203`includes Va pair of elongated channel members 2M-e204 which, although vnot fully illustrated in FIG- URE9a are slidably mounted on opposite sides of the center sill structure 17(3inthe same manner that the channel members `90---190of the coupler carrier 38 are mounted on lthe' Vcentersill structure 15 inl the trst-de-V scribed embodiment of this invention.v Each* channel member 204 is characterized by a vertical web portion l 206 having inwardly and voutwardly directed flange por- -tions 207 and 208, respectively, at its edge.

vents ;the internfie'diatev follower 18S-188 of the draft on fifth-wheel stands, sliding racks, and elastic .tie-downs. lt is further noted thatthese shock absorbing Asystems do not Ylessen the abilityrof the railway cars in whichrth'ey are installed to negotiate .short radius curves but rather` permit"y negotiation of curves of the same radiusihat j ard draft` gear riggings. Y v

' mentY may be substituted yfor the illustrated lfriction-type draft gear and other known-type long-travel cushioning The outer ends of the channelmembers 20d-204 are interconnected .by a generally-U-sha'ped rigid structure 210`which is adapted for supporting a portion of the Vcoupler member 183. The U-shaped supporting structure V2,10 is characterized by longitudinally extending leg portionsV211-211 which are rigidly mounted at their inner Sends onfthe outer .ends v'of the. inwardly directed lower spaced outwardly ofthe outer ends of the channel members 284-204 and which is adapted for supporting, in

a suitable manner, the outer portion of the shank 182 of the couplermember '183. It is noted that they transverse portion 21.2. is provided with a wide throat,l as at 213 l which permits normal `lateral swinging ymovement of the coupler member 133 -on curves. i

The inner ends of the channelmembers 284-204 are interconnected `by a cross Vbrace member 215 which is suitably connected to the Vundersurfaces of the outwardly directed lower flanges 20S-e298 of the channel members Ziyi-204. The yoke V179 and the draft gear 178`are 204 and could be negotiated by. similar The new and Ynovell super-ctrlshioningY shock absorbing 'arrangement of 'the' present invention is not intended to be limited solely -to systems utilizing serially connected ufriction-type draft gears and hydraulic units, as illustrated in theldrawings, as other known-type draft riggings modified to incorporate the herein described follower arrangedevices may.y be Isubstituted for the illustrated hydraulic unit. 1 1 'l t l Since additional changesfcanfbe made in the foregoing structural arrangements and still different embodiments of the invention can be made withoutdeparting from the Y spirit and scope thereof,Y it is intended'that all matters shown in the accompanying drawings and described here- .inbefore shall be interpreted as illustrative and not ina limiting sense. 1 4

What is claimed as new is:v l v l Y 1. In a'railway car Vhaving a longitudinally extending stationary center sill with an open outer end, the combi- VVnation of a coupler carrier slidably mounted on said outer end of said center sill for longitudinalV movement relative thereto, coupler means supportable. by Vsaid coupler carrier,V first shock4 absorber means mounted in said center sill-for longitudinal movement relative thereto V'through a distance approximately equal to the .length thereof, said first shock absorber means being operatively associated with said kcoupler means tocushion fb'uifand draft forcesV applied thereto,v hydraulic shock absorber y.means mounted in saidcentersill and operatively associated withsaid first shock absorberrmeans in a manner such that said hydraulic shock absorber means cooperates with said first shock absorber means in cushioning buff forces applied to said'couplerrmeans during said Y longitudinal movement of said first shock absorber means,

suitably supported by `transversely extending supporting structures 217 and 219 Vwhich are located intermediate the opposite endsrof the channel members 2de- 284 and vwhich aresimilar in structure tothe yoke and draft gear supporting structuref1-14117fof the first-described embodiment ofthe invention, as best illustrated in FlGURE 6. The supporting structures217 and '219 are secured` in a sui-table `manner to the undersurfaces of the outwardly Vdirected lowerflanges'208-288 of the channel Y dinal movement. of said coupler carrier with said coupler i l anda motion-transmitting 'connection between said'coupler meansl and said coupler carrier.

o V2. The combination recited in claim 1 wherein said Y motion-transmitting connection between said coupler means and said coupler carrier comprises a lost-motion connection adapted to provide both a predetermined lag 'in the longitudinal-movement of said couplercarrier relative to that of said coupler means whenbuif forces are applied Vto said coupler means and simultaneous longitumeans when draft forces are applied thereto.

Y 3. In a railway car having a stationary center sill with Y a draft gear pocket defined in'th'e open outer endthereof by longitudinally spaced innerrand vouter stop members,

cars equipped withv standadressa the combination of a draft gear for said pocket having an over-all length approximately equal to the length of said pocket, and a pair of relatively movable inner and outer followers associated with said draft gear and engageable, respectively, with said inner and outer stop members, which followers are normally longitudinally spaced apart a distance which is approximately equal to the maximum closure travel of said draft gear when buff and draft forces are applied thereto and which is substantially less than the length of said pocket, said draft gear normally being disposed in its outermost position relative to said pocket with said outer follower disposed against said outer stop members, whereby upon the application of buhc forces thereto said draft gear is movable inwardly of said center sill to engage said inner follower against said inner stop members through a distance which is approximately equal to the length of said pocket.

4. In a railway car having a stationary center sill with a draft gear pocket defined in the open outer end thereof by longitudinally spaced inner and outer stop members, the combination of a draft gear for said pocket having an overall length approximately equal to the length of said pocket, a pair of relatively movable inner and outer followers associated with said draft gear and engageable, respectively, with said inner and outer stop members,

which followers are normally longitudinally spaced apart' a distance which is approximately equal to the maximum closure travel of said draft gear when bulf and draft forces are applied thereto and which is substantially less than the length of said pocket, said draft gear normally being disposed in its outermost position relative to said pocliet with said outer follower disposed against said outer stop members, whereby upon the application of buff forces thereto said draft gear is movable inwardly of said center sill to engage said inner follower against said inner stop members through a distance which is approximately equal to the length of said pocket, and a long-travel shock absorber device operably associated with said draft gear and adapted to cooperate therewith in cushioning buff forces applied thereto during said inward movement of said draft gear.

5. The combination recited in claim 4 wherein said cooperating long-travel shock absorbing device'comprises a hydraulic cushion unit which is mounted in said center sill inwardly of said draft gear pocket.

6. In a railway car having a stationary center sill with a draft gear pocket defined in the open outer end thereof by longitudinally spaced inner and outer stop members, the combination of a draft gear for said pocket which is characterized by a casing having relatively movable actuating means normally projecting frorn one end thereof, said draft gear being disposed in said pocket with said actuating means thereof projecting inwardly of said center sill, first follower means disposed inwardly of said draft gear for actuating engagement with said relatively movable actuating means thereof and for engagement with said inner stop members, and second follower means formed on the inner end of said draft gear casing and adapted for engagement with said outer stop members with the maximum spacing between said first and second follower means being substantially less than said longitudinal spacing between said inner and outer stop members, said draft gear being normally disposed in its outermost position with said second follower means in engagement with said outer stop members and with a major portion of said draft gear casing projecting outwardly of said pocket beyond said outer stop members, said arrangement of parts being such that said draft gear casing is bodily movable inwardly of said center sill upon the application of buff forces thereto a distance which, at full closure of said draft gear, is approximately equal to the spacing between said inner and outer stop members less the minimum spacing between said first and second follower means.

7. In a railway car having a stationary center sill with a draft gear pocket defined in the open outer end thereof by longitudinally spaced inner and outer stop members, the combination of a draft gear for said pocket which is characterized by a casing having relatively movable actuating means normally projecting from one end thereof, said draft gear being disposed in said pocket with said actuating means thereof proiecting inwardly of said center sill, first follower means disposed inwardly of said draft gear for `actuating engagement with said relatively movable actuating means thereof and for engagement with said inner stop members, second follower means formed on the inner end of said draft gear casing and adapted for engagement with said youter stop members with the maximum spacing between said first and second follower means being substantially less than said longitudinal spacing between said inner and outer stop members, said draft gear being normally disposed in its outermost position with said second follower means in engagement with said outer stop members and with a major portion of said draft gear casing projecting outwardly of said pocket beyond said outer stop members, said arrangement of parts being such that said draft gear casing is movable inwardly of said center sill upon the application of buff forces thereto a distance which, at full closure of said draft gear, is approximately equal to the spacing between said inner and outer stop members less the minimum spacing between said iirst and second follower means, and separate shock :absorber means operably associated with said draft gear and adapted to cooperate therewith in absorbing buff forces applied thereto during said inward movement of said draft gear casing.

S. The combination recited in claim 7 wherein said separate cooperating shock absorbing means comprises a hydraulic cushion unit which is mounted in said center sill inwardly of said draft gear pocket.

9. ln a railway car having a stationary center sill with a draft gear pocket defined in the open outer end thereof by longitudinally spaced inner and outer stop members, the combination of a draft gear for said pocket having an over-all length approximately equal to the length of said pocket, a pair of relatively movable inner and outer followers associated with said draft gear, which followers are normally longitudinally spaced apart a distance which d is approximately equal to the maximum closure travel of said draft gear when buff and draft forces are applied thereto and which distance is substantially less than the distance between said inner and outer stop members, interconnected coupler and yoke means for applying bud and draft forces to said draft gear, a coupler carrier slidably mounted on said stationary center sill and having a portion disposed outwardly of the outer end of said center sill for supporting said coupler means, said draft gear normally being disposed in its outermost position relative to said pocket with said outer follower disposed against said outer stop members, whereby upon the application of buff forces thereto said draft gear is movable inwardly of said center sill until said inner follower abuts against said inner stop members through a distance which 1is approximately equal to the length of said pocket, separate shock labsorber means operably associated with said draft gear and adapted to cooperate therewith in cushioning buff forces applied thereto during `said inward movement of said draft gear, and a motion-transmitting connection betweensaid coupler means and said coupler carrier.

l0. ln a railway oar having a stationary center sill withl which followers are normally longitudinally spaced apart` v a distance which is approximatelyequal to the maximumv closure travel of said draft gear when buff and draft l'9` forces are applied thereto and which distance issubsta'ntially less than the distance between `said inner and outer stop members, interconnected coupler andy yoke means for applying'butf and draft forces to said draft gear, said draft gear normally being disposed in its outermost position relative to said pocket with said outer follower disposed against said outer stop members, whereby upon the application of buff forces thereto said draft gear is movable inwardly of said center sill until saidinner follower abuts `against vsaid inner stop members through a distance which is approximately equal to the length of said pocket, a normally extended hydraulic piston-andcylinder cushion unit' mounted in said center sill inwardly of said draft gear pocket, and a force-transmitting member connected between the inner end of said yoke means and the piston of 'said hydraulic cushion Vunit whereby said unit is adapted to cooperate with said draft gear in cushioning buff forces applied thereto during said inward movement of said draft gear between saidv inner and outer stop members.

11. The combination recited in claim wherein said connection between the'inner end of said yoke means and said force-transmitting member comprises a swivel-type connection.

12. The combination recited in claim 10 wherein said hydraulic cushion unit is mounted in said center sill inwardly of said body bolster, wherein a longitudinally extending cylindrical guide tube is provided in said body bolster, and wherein said force-transmitting member extends through said guide tube for longitudinal movement relative thereto.

13. The combination recited in claim 10 wherein said hydraulic cushion unit is mounted in Vsaid center sill between said draft gear pocket and said body bolster.

14. kIn a railway car having a stationary center sill with a draft gear pocket disposed outwardly of a -body bolster and being defined 'by longitudinally spaced inner and outer stop members, the combination of a friction draft gear for said pocketV which is characterized-by a casing portion and a friction clutch portion which normally projects from one end thereof, said draft gear being disposed with its friction clutch portion projecting inwardly ofthe center sill, a rst follower disposed inwardly of :said draft gear casing for actuating engagement with said friction clutch portion thereof and for engagement with said'inner stop members, a second follower formed on the`inner end of said draft gear casing and adapted for engagement with said outer stop members with the maximum spacing between said firstv and second followers being substantially less than said longitudinal spacing between said inner and outer stop members, interconnected coupler and yoke means for applying buff and draft forces to said draft gear, said draft gear being normally disposed in its outermost position with said second follower in engagement with s aid outer stop members and with a major portion of said draft gear casing projecting outwardly of said pocket beyord said outer stop members, saidV arrangement of parts piston 'of Vsaid hydraulic cushion unit whereby said unit serves to cooperate with 'said friction draft gear in cushioning buff forces applied thereto during said inward movement'of said draft gear..

p15. The -combination recited in claim '14 wherein said connection'between the inner end of said kyoke means and said y-force-tran`sinitting member comprises a swivel-type connection which permits certain horizontal and vertical j E@ movement of said yoke' means relative 'to said Vforce-trans'- mitting member.

16.v The combination recited inclaim 14 whereinsaid hydraulic cushion unit is mounted in said center sill inwardly of said body Ibolster, wherein a longitudinally extending cylindrical guide tube is provided in said body bolster, and wherein said force-transmitting member extends `through said guide tube for longitudinal movement relative thereto.

17. The combination recited in claim 14 wherein said hydraulic cushion unit is mounted in said center sill between said draft gear pocket and said body bolster.

18. In a railway car having a longitudinally extending stationary center sil-l with an open outer endthe combination of a `draft gear pocket adjacent the outer end of said center sill and delined by longitudinally spaced inner and outer stop members, a lfriction Ydraft gear having an over-all length approximately equal to the length of said pocket -mounted in saidV pocket for relative movement longitudinally thereof, said friction draft gear being characterized by a casing having arclosed end defining a rst end follower and an open Vend from which a friction clutch Y normally projects, by a second end follower separate from said casingrfand-disposed adjacent s-aid friction clutch for relative movement toward said iirst end follower to actuate said frictionl clutch, and by rigid radial flange means onV said casing at said vopen end thereof defining a third follower intermediate .said firstl and second followers and spaced from said second follower, a distance which is approximately equal to the distance said friction clutch normally projects from said casing and which is substantially less than the length of said pocket, said second and third followers being engageable with said spaced stop members with the arrangement of parts being such that the outerone of said second and 'third followers is normally disposed against said outer stopmembers with said draftv gear being movable inwardly of said center sill a distance which is approximately equal to the length of said pocketduring full closureL thereof when buff forces are applied ytheretowith the inner one of said second and third followersl then being disposed against said innerV coupler means and the inner oneof said vend followers for imparting draft forces to said ydraft gear, and separate` cushioning meansoperably associated with said-draft gear yand adapted to cooperate therewith in cushioning buif forcesapplied Vto .said coupler means Vduring said inwardV movement of said draft gear.

v 19. Inra railway car having a longitudinally extending stationary centcrsill with anY open outer end, Vthe vcombination of a draft gear pocket adjacent the vouter end of said center sill and defined by .longitudinally spaced inner and outer stop members, a=friction draft gear having an overall length ap'pro'ximately equal to the length of said pocket mounted therein for relative movement longitudinally of said stationary center sill,fsaid friction draft gear being characterized by an open-ended casing positioned in said pocket with its closed end disposed outwardly and defining a non-flanged outer end followerand with yits open end opening inwardly of `said .center sill and having a friction clutch portion Vnormally projecting therefrom, by a separate inner end follower'whichV is. disposed inwardly of A approximately equal to the.k distance said friction clutch portion normally projects. from the inner endof said cas' ing and which is substantially less than the ..length:of saidl draft gear pocket, said draft gear being normally disposed in its outermost position relative to said pocket with said intermediate follower in engagement with said outer stop members, coupler means at the outer end of said center sill for imparting buff forces to said outer end follower, said draft gear casing being bodily movable inwardly of said center sill a distance which is approximately equal to the length of said 'draft gear pocket during full closure of said friction draft gear when buff forces are applied to said outer end follower by said coupler means with said inner end follower being engageable with said inner stop members to limit further inward movement of said draft gear casing, a yoke operably associated with said coupler means and said inner end follower for imparting draft forces to said draft gear, and a hydraulic cushion unit mounted in said center sill inwardly of said draft gear pocket and operably associated with said draft gear, which hydraulic cushion unit is normally in a substantially fully extended condition and is adapted to cooperate with said draft gear in cushioning buff forces applied by said coupler means during said inward movement of said draft gear casing.

20. In a railway car having a longitudinally extending stationary center sill with an open outer end, the combination of a draft gear pocket adjacent the outer end of said center sill and defined by longitudinally spaced inner and outer stop members, a friction dra-ft gear having an overall length approximately equal to the length of said pocket and mounted therein for relative movement longitudinally of said stationary center sill, said friction draft gear being characterized by an open-ended casing positioned in said pocket with its closed end disposed outwardly and defining an outer end follower and with its open end opening inwardly of said center sill a-nd having a friction clutch portion normally projecting therefrom, by a separate inner end follower which is disposed inwardly of said casing and which is adapted for actuating engagement with said friction clutch portion upon relative movement of said -inner end follower toward said outer end follower, and by rigid radial ange means on said casing at said inner open end thereof deiining an intermediate follower which is disposed between said inner and outer end followers, which intermediate `follower is normally spaced from said inner end follower a distance which is approximately equal to the dista-nce said friction clutch portion normally projects from the inner end of said casing and which is substantially less than the length of said draft gear pocket, said draft gear being normally disposed in its outermost position relative to said pocket with said intermediate follower in engagement with said outer stop members, coupler means at the outer end of said center sill for imparting buff forces to said outer end follower, Said draft gear casing being bodily movable inwardly of said center sill a distance which is approximately equal to the length of said draft gear pocket during full closure of said friction draft gea-r when buif forces are applied to said outer end follower by said coupler means with said inner end follower being engageable with said inner stop members t-o limit further inward movement of said draft gear casing, a coupler carrier slidably mounted on the outer end of said center vsill for longitudinal movement relative thereto and having a portion disposed outwardly of the outer end of said center sill for supporting said coupler means, a motion-transmitting connection between said coupler means and said coupler carrier, a hydraulic piston-and-cylinder cushion unit mounted in said center sill inwardly of said draft gear pocket, and force-transmitting means connected between the inner end of said yoke and the piston of said hydraulic cushion unit whereby the latter is adapted to cooperate with said friction draft gear in cushioning buff forces applied to said coupler means during said inward movement of said draft gear casing.

2l. The combination recited in claim 20 where-in said motion-transmitting connection between said coupler means and said coupler carrier comprises a lost-motion connection adapted to provide a lag in the inward movement of said coupler carrier relative to the inward movement of said coupler means during the application of buff forces to the latter.

22. The combination recited in claim 20 which is further characterized by a train line which extends along one side of said center sill and has a non-flexible portiongat its outer end, by bracket means mounted on one side of said coupler carrier forsupporting said non-flexible portion of said train line in a manner such that said non-iiexible portion is longitudinally movable with said coupler carrier relative to said stationary center sill, and by a iiexible train line portion having its outer end connected to the inner end of said non-flexible train line portion and its inner end rigidly supported relative to said stationary center sill.

References Cited in the file of this patent UNITED STATES PATENTS 2,283,387 Olander May 19, 1942 2,776,057 Blattner Jan. 1, 1957 2,985,319 Simmons May 23, 1961 2,996,315 Roth et al Aug. 15, 1961 3,003,436 Peterson Oct. 10, 1961 3,042,223 Austgen July 3, i962 

20. IN A RAILWAY CAR HAVING A LONGITUDINALLY EXTENDING STATIONARY CENTER SILL WITH AN OPEN OUTER END, THE COMBINATION OF A DRAFT GEAR POCKET ADJACENT THE OUTER END OF SAID CENTER SILL AND DEFINED BY LONGITUDINALLY SPACED INNER AND OUTER STOP MEMBERS, A FRICTION DRAFT GEAR HAVING AN OVERALL LENGTH APPROXIMATELY EQUAL TO THE LENGTH OF SAID POCKET AND MOUNTED THEREIN FOR RELATIVE MOVEMENT LONGITUDINALLY OF SAID STATIONARY CENTER SILL, SAID FRICTION DRAFT GEAR BEING CHARACTERIZED BY AN OPEN-ENDED CASING POSITIONED IN SAID POCKET WITH ITS CLOSED END DISPOSED OUTWARDLY AND DEFINING AN OUTER END FOLLOWER AND WITH ITS OPEN END OPENING INWARDLY OF SAID CENTER SILL AND HAVING A FRICTION CLUTCH PORTION NORMALLY PROJECTING THEREFROM, BY A SEPARATE INNER END FOLLOWER WHICH IS DISPOSED INWARDLY OF SAID CASING AND WHICH IS ADAPTED FOR ACTUATING ENGAGEMENT WITH SAID FRICTION CLUTCH PORTION UPON RELATIVE MOVEMENT OF SAID INNER END FOLLOWER TOWARD SAID OUTER END FOLLOWER, AND BY RIGID RADIAL FLANGE MEANS ON SAID CASING AT SAID INNER OPEN END THEREOF DEFINING AN INTERMEDIATE FOLLOWER WHICH IS DISPOSED BETWEEN SAID INNER AND OUTER END FOLLOWERS, WHICH INTERMEDIATE FOLLOWER IN NORMALLY SPACED FROM SAID INNER END FOLLOWER A DISTANCE WHICH IS APPROXIMATELY EQUAL TO THE DISTANCE SAID FRICTION CLUTCH PORTION NORMALLY PROJECTS FROM THE INNER END OF SAID CASING AND WHICH IS SUBSTANTIALLY LESS THAN THE LENGTH OF SAID DRAFT GEAR POCKET, SAID DRAFT GEAR BEING NORMALLY DISPOSED IN ITS OUTERMOST POSITION RELATIVE TO SAID POCKET WITH SAID INTERMEDIATE FOLLOWER IN ENGAGEMENT WITH SAID OUTER STOP MEMBERS, COUPLER MEANS AT THE OUTER END OF SAID CENTER SILL FOR IMPARTING BUFF FORCES TO SAID OUTER END FOLLOWER, SAID DRAFT GEAR CASING BEING BODILY MOVABLE INWARDLY OF SAID CENTER SILL A DISTANCE WHICH IS APPROXIMATELY EQUAL TO THE LENGTH OF SAID DRAFT GEAR POCKET DURING FULL CLOSURE OF SAID FRICTION DRAFT GEAR WHEN BUFF FORCES ARE APPLIED TO SAID OUTER END FOLLOWER BY SAID COUPLER MEANS WITH SAID INNER END FOLLOWERS BEING ENGAGEABLE WITH SAID INNER STOP MEMBERS TO LIMIT FURTHER INWARD MOVEMENT OF SAID DRAFT GEAR CASING, A COUPLER CARRIER SLIDABLY MOUNTED ON THE OUTER END OF SAID CENTER SILL FOR LONGITUDINAL MOVEMENT RELATIVE THERETO AND HAVING A PORTION DISPOSED OUTWARDLY OF THE OUTER END OF SAID CENTER SILL FOR SUPPORTING SAID COUPLER MEANS, A MOTION-TRANSMITTING CONNECTION BETWEEN SAID COUPLER MEANS AND SAID COUPLER CARRIER, A HYDRAULIC PISTON-AND-CYLINDER CUSHION UNIT MOUNTED IN SAID CENTER SILL INWARDLY OF SAID DRAFT GEAR POCKET, AND FORCE-TRANSMITTING MEANS CONNECTED BETWEEN THE INNER END OF SAID YOKE AND THE PISTON OF SAID HYDRAULIV CUSHION UNIT WHEREBY THE LATTER IS ADAPTED TO COOPERATE WITH SAID FRICTION DRAFT GEAR IN CUSHIONING BUFF FORCES APPLIED TO SAID COUPLER MEANS DURING SAID INWARD MOVEMENT OF SAID DRAFT GEAR CASING. 